Automatic circuit-controlling mechanism for electrical self-starters for automobiles.



W. A. LURIE. AUTOMATIC CIRCUIT CONTROLLING MECHANISM FOR ELECTRICAL SELF STARTERS FOB. AUTOMOBILES. I APPLICATION FILED MAR. 12, 1913.

' perature has been raised and the mechanism heated up, the motor will stop. After the vide STATES PATENT OFFICE.

WII'JLIAK A. LURIE, OF CHICAGO, ILLINOIS.

An'rouanc .ciaceincoivrmmm MECHANISM FOR. ELECTRICAL SELF-STARTERS For. AUTOMOBILES.

Specification of Letters latent.

PatcntedDec.16,191 3.

e pneamn man rch 12-, i913. Serial No. 753,707.

To all w'hom it may concern;

a citizen of the United States, residing at Chicago, county ofGook, and State of Illinois, have invented a new and useful Improvement i-n AutomaticCircuit-Controlling Mechanism for Electrical Self-Starters for Automobiles, of which the following is a specification.

My invention relates to automatic circuit controlling mechanism. for electrical self starters for' automobiles.

' Engine starters in the form of electrical motors are coming into general use but up to the present time the motor starting circuit depended for its control upon the operation by hand or by foot of switch mechanism by theidriver of the automobile.

- When the engine and fuel supply mechanisms become chilled below a certain temperature it becomes difficult for the gasolene or other fuel to be properly vaporized and when it is attempted to start the engine, connisms, lubricating oils, etc, become so chilled that starting, even with a self starter, becomes an uncertainty and a great annoyance.

The main object of my invention is to prothermostatically controlled switch mechanism for automatically connecting the starting motor for operation when the temperature falls below a predetermined point, and for disconnecting the motor when the temperature has again risen sufiiciently. By

such means, as soon as the temperature falls to a point below which starting would be difficult, the starting motor will operate and the engine run, and then as soon as the temto and when he is ready to proceed he will experience no difficulty in starting.

Referring to the accompanying sheet of drawing, Figure 1 is a diagrammatical representation of an engine outfit with one embod'iment of my invention applied thereto,

and Fig. 2'- is a similar View showing a modified arrangement.

The cylinders A are shown connected by j manifold m with the carbureter C which re- ,ceives fuel supply from tank If. The engine shaft 8 carries the fly wheel '10, and connected with the shaft is the starting motor M. A battery B provides current for the motor and the motor circuit 10, 11 is controlled by switch a actuated either by hand or by foot.

The arrangement thus far described is now extensively used, but control of the motor requires the pr'esen'ce of the driver. In accordance with my invention I provide means for automatically controlling the motor operation independently of the driver and the switch a. In the arrangement shown in Fig. 1 a thermostat device T of any 'well known construction is applied near the engine and fuel supply to cooperate with the terminals 0 and d of circuit branch 0, D which forms a shunt about switch a. EX

perience has been that starting becomes difiicult when the temperature falls below about 40 Fahrenheit and the thermostat device.

is therefore adjusted to expand sufliciently to close contacts 0 and cl when this temperature is reached and to disconnect the contacts when the temperature has again risen to say about 50 F. Closure of the contacts will close circuit 0, D and the motor circuit independently of the switch a, and the'motor will operate to start the engine. When the engine becomes heated after a few minutes running the thermostat device'will open the circuit and the motor will stop. I t is therefore impossible for the engine and mechanisms to become too cold, and ready starting" in the usual Way is always assured. In order that the automatic controlling mechanism may be disconnected from circuit when the automobile'is running, a switch 6 is included in conductors O, D, as shown.

. In the modified arrangement shown in Fig. 2, a thermometer E is applied near the operating mechanisms and controls a relay R whose armature f and contact 9 are the terminals ofthe shunt circuit F, G. The bulb contact in of the thermometer is connected by conductor H with one side of the battery and the contact 2', at about the temperature division 40?, is connected by conductor I with one terminal of relay R,

whose other terminal is connected by conductor J with conductor G and the other side of the battery. Switch sections 70 and Z are included in the relay circuit and the shunt circuit respectively so that the antomatic control may be disconnected. The motor can then be started in the ordinary way by the driver by means of switch a. When the dIiver leaves the car, he closes switch 70, Z, and while the temperature remains over 40, the relay circuit is closed and armature f is drawn away from contact 9 and the shunt circuit F, G is open. This relay circuit is as follows: battery B, conductor H, bulb contact 1!, the thermometer fluid t, contact 2', conductor I, relay R, conductor J, and conductor G. As soon, however, as the temperature falls and the thermometer fluid falls below the 40 point, this relay circuit is broken and the armature falls against its contact to close the shunt circuit F, G, the motor being then in circuit with this shunt branch and the battery and the engine is operated until the temperature has been sufficiently raised. In order to save current a resistance m may be included in the relay circuit.

I thus provide a very simple attachment for automobile electric starting systems which will automatically control the running of the engine to keep itself and the surrounding mechanism above a'temperaturc which would interfere with proper and efiicient operation.

I do not desire to be limited to the exact construction and arrangement shown as changes and modifications .are no doubt possible which will come within the scope of the invention, and

I claim as follows:

1. In combination, an explosive engine, a starting motor therefor, a current supply circuit for the motor and a battery therefor, a switch for controlling said circuit, and

thermostat mechanism responsive to the temperature at said engine to automatically control said circuit independently of said switch,

2. In combination, an explosive engine, a starting motor therefor, a current supply; circuit for the motor and a battery, a main switch for controlling said circuit, a shunt circuit around said switch, and a thermostat switch responsive to the temperature at said engine for controlling said shunt circuit.

3. In colnbination, an explosive engine, a starting motor therefor, main mechanism for controlling the operation of said motor, and auxiliary mechanism controlled by the temperature of the engine for controlling said motor independently of said main mechanism.

4. In combination, an explosive engine, a

starting motor therefor, a supply circuit for the motor including a source of current, and a thermostat device for controlling said circuit.

5. In combination, an explosive engine, a starting motor therefor, a supply circuit for the motor including a source of current, and a thermostat switch placed near the engine for automatically controlling the opening and closing of said circuit.

6. In combination, an explosive engine, a. starting motor therefor, a supply circuit for the motor including a source of current, a thermostat switch placed near the engine,

a circuit controlled by said switch and a relay included in said circuit, and a switch for said supply circuit controlled by said relay. In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses this28th day of February, A. D. 1913, at Chicago, Illinois.

WILLIAM A. LURIE.

SAML. A. Swrrznn. 

